WO1988005495A1 - Moteur axial - Google Patents

Moteur axial Download PDF

Info

Publication number
WO1988005495A1
WO1988005495A1 PCT/AU1988/000009 AU8800009W WO8805495A1 WO 1988005495 A1 WO1988005495 A1 WO 1988005495A1 AU 8800009 W AU8800009 W AU 8800009W WO 8805495 A1 WO8805495 A1 WO 8805495A1
Authority
WO
WIPO (PCT)
Prior art keywords
transfer mechanism
reciprocating
piston assembly
piston
cam follower
Prior art date
Application number
PCT/AU1988/000009
Other languages
English (en)
Inventor
Douglas Gordon Westbury
Original Assignee
Geelong Engine Co., Pty. Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Geelong Engine Co., Pty. Ltd. filed Critical Geelong Engine Co., Pty. Ltd.
Publication of WO1988005495A1 publication Critical patent/WO1988005495A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/08—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion
    • F16H25/12—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for interconverting rotary motion and reciprocating motion with reciprocation along the axis of rotation, e.g. gearings with helical grooves and automatic reversal or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention relates principally to a means for converting reciprocating motion to rotary power output, with particular application to heat engines.
  • Known means for converting reciprocating motion to o rotary output comprise crank mechanisms, which establish a fixed ratio between rotor velocity and piston velocity of ⁇ to 1. This does not correspond to ideal conditions for maximum engine output.
  • the principal objective of the present invention is to provide a mechanism of the aforementioned type for heat engines whereby it is possible to achieve a torque output that is substantially proportional to the force exerted by reciprocating pistons of the engine. Moreover it is desired 1 - o c to achieve a situation whereby the pistons can remain stopped at the end of their strokes for a period of time sufficient to allow combustion in the engine to be completed at constant volume. A further preferred objective is to achieve a situation, within the engine whereby the positive
  • 2Q and negative acceleration of the piston is arranged to best transfer the inertia of the piston to the rotary member.
  • the present invention provides a transfer mechanism for converting reciprocating movement of the piston assembly or assemblies into rotary motion at an ⁇ output shaft, said transfer mechanism comprising a rotary member adapted to drive said output shaft, a cam track carried by said rotary member, a cam follower element adapted to move along said cam track to thereby drive said rotary member, 0 wherein said cam follower is driven by the linear reciprocating movement applied to said cam follower element.
  • the aforesaid transfer mechanism is employed in an engine, said engjine comprising at least one reciprocating piston assembly within a cylinder, said c transfer mechanism operating between the or each said reciprocating piston assembly and said output shaft whereby reciprocating movement of said piston assembly or assemblies drives said cam follower element.
  • the cam track resembles a continuous helix around an outer circumferential surface of the rotary member.
  • the cam track may comprise a groove into which the cam follower fits.
  • the cam follower may comprise a spherical member housed partially within an axially sliding member and partially within the cam track; a wheel with an axle mounted on an axis parallel to a rotation axis of said rotary member and disposed similarly to the former; a hemispherical element rotatable on an axis radial to the rotation axis of the rotary member disposed on an axially 0 sliding member;, or other suitable means.
  • the ax ally sliding member is connected to or moved by one or each of the piston assemblies.
  • the transfer mechanism is located between at least one pair of in line axially arranged reciprocating piston assemblies whereby the cam 5 follower is acted upon alternately by each of said pair of piston assemblies.
  • the engine as described in the previous paragraph may be a heat engine such as an internal combustion engine or a steam engine.
  • crank pin 7 _. of conventional crank pin systems is never constant relative to the linear velocity of the reciprocating pistons except for two instants for each crank cycle, eg at 90° and 270°.
  • the angular velocity of the transfer mechanism may be arranged proportional to the
  • crank pin systems In conventional crank pin systems, the reciprocating members stop only for an instant at the beginning and the end of each stroke, whereas, in the present invention, it is possible to arrange the pistons to stop at each end of their strokes for a period of time depending on the shape, given to the cam track. Furthermore, in the known arrangements, the crank pin system requires the alignment of the reciprocating pistons at right angles to the crank shaft whereas, according to the present invention the alignment of the reciprocating piston assemblies is parallel to the axis of the output shaft.
  • crank pins in internal combustion engines also has a further disadvantage in that it imposes compression on the combustion process whereas the present invention allows a substantially ideal cycle for combustion to occur in the internal combustion engine, at constant volume.
  • crank pin drive shafts in internal combustion engines provides a constant ratio of less than one to one between the length of the compression and expansion strokes, whereas the present invention permits the choice of a difference between the rate and length of the compression stroke and the expansion stroke.
  • the present invention would allow any two stroke cycle engine using it to merge to and fro from spark ignition to compression ignition at will.
  • the use of conventional crank pin drive systems in internal combustion engines also contributes to the deterioration of the volumetric efficiency with any increase in revolutions per minute.
  • the present invention would allow substantially one hundred per cent volumetric efficiency in a two stroke engine at reasonable R.P.M.s.
  • crank pin drive systems in internal combustion engines also constrains the length of the working (expansion) stroke to conform in length to that of the compression stroke hereas in the present invention the length of the working stroke can be greater than that of the compression stroke.
  • internal combustion engines that make use of compression ignition systems and which are confined to a constant compression ratio by the known crank generally use a high pressure fuel injection system.
  • internal combustion engines that make use of the present invention can make use of low pressure fuel injection systems for both spark ignition and compression ignition types.
  • An important advantage of the instant invention is that the ratio between rotor velocity and piston velocity can be varied to achieve a predetermined pattern.
  • Figure 1 is a schematic view of an embodiment of the instant invention.
  • FIGS 2, 3 and 4 are cross-sectional views of various cam follower mechanisms for use in the instant invention.
  • Figure 5 is a conceptual graphical illustration of the preferred combustion cycle according to the use of the instant invention.
  • Figure 1 illustrates essentially a two stroke engine comprising in line cylinders arranged in pairs.
  • the number of cylinders may be varied as desired generally arranging same in pairs circumferentially spaced around the output drive shaft.
  • a six cylinder engine might be produced by having three pairs of cylinders equally spaced around the output drive shaft.
  • one pair of such cylinders is illustrated for the sake of clarity.
  • the engine housing 1 is provided having two in
  • Each cylinder b has a piston 3, 3A respectively for reciprocation along the cylinders and a piston rod 13 joins each of the pistons 3, 3A.
  • the piston rod 13 is shown as one element but this need not necessarily be the case. For example separate piston rods might be used engaging against a slider block or the like co-operating with the output transfer mechanism as hereinafter described.
  • the output or drive shaft 16 is shown generally parallel to the axis of the cylinders 2, 2A.
  • a transfer . _. mechanism 12 is shown generally located between the two cylinders 2, 2A and co-axial with the drive shaft 16.
  • the transfer mechanism 12 is adapted to transfer the reciprocating motion of the pistons 3, 3A into a rotary output motion transmitted to the drive shaft 16.
  • the transfer mechanism comprises a rotor 19 with a cam track in 0 the form of a groove 20 around its outer periphery.
  • the direction of the groove 20, as hereinafter explained, controls the movement of the pistons 3, 3A, however it does generally resemble a continuous helix around the outer 5 periphery.
  • a cam follower 17 couples the piston rod 13 to the rotor 12.
  • the follower 17 as more clearly shown in Figure 2, may comprise a spherical member housed in a partial spherical recess in the piston rod 13 (or slider block member), the member 17 also rolling within the groove 0 20 in the rotor 19.
  • reciprocation of the pistons 3, 3A causes the rotor 19 to rotate with the spherical member or ball 17 travelling along the groove 20.
  • the configuration of the groove 20 controls the movement of the pistons.
  • a length of groove having a helical component enables the pistons to move axially along their cylinders 5 while peripherally extending sections of the groove constant relative to the drive shaft axis will hold the pistons stationary.
  • the angle of the groove 20 relative to the radial direction of the rotor 19 controls acceleration or deceleration of the pistons 3, 3A.
  • Figure 3 shows an alternative cam follower mechanism.
  • the piston rod 13 or separate slider block has affixed thereto a substantially hemispherical element 24 by means of an axle 25.
  • the element 24 is rotatable about an axis radial to the axis of the rotor 19.
  • the reciprocation of the pistons 3,3A causes the rotor 19 to rotate by means of the element 24 moving through the groove 20.
  • Figure 4 illustrates a further preferred embodiment of the cam follower-mechanism.
  • a wheel 22 is affixed by means of an axle 23 to the piston rod 13 or separate slider block and is disposed within the groove 20 so as to be rotatable about an axis substantially parallel both to the axis of the piston rod 13 and the axis of the rotor 19.
  • the reciprocating pistons 3,3A cause the rotor 19 to rotate by means of the rotatary wheel 22 moving along the groove.
  • the engine arrangement includes an exhaust valve 4, 4A for each cylinder.
  • the timed operation of the valves 4, 4A may be achieved by cam members 5, 5A directly arranged on the drive shaft 16.
  • the timed operation of the valves 4, 4A may be achieved by axial cams directly arranged on the ends of the rotor 19 so as to directly actuate valves when the valves 4, 4A are inclined generally parallel to the axis of the output shaft.
  • Air intake ports 6, 6A are provided leading to each cylinder 3, 3A from transfer manifolds 9, 9A, an air manifold 14 and an air intake regulator 15.
  • Air valves 10, 10A are provided regulating flow from the air manifold 14 to the transfer manifolds 9, 9A.
  • Each of the exhaust valves 4, 4A are contained in passage means leading to an.exhaust manifold 8 and an exhaust pressure regulator 7.
  • An engine utilising the instant invention may comprise a plurality of pairs of reciprocating pistons mounted around a single rotor.
  • the number of piston assemblies is only limited by the size of the rotor, and t'he rotor housing.
  • the piston assemblies are mounted symmetrically about the rotor.
  • the rotor housing should be configured so as to allow the piston assemblies to be mounted thereon.
  • the rotor housing or at least the ends thereof has a polygonal cross-section. This allows for easy affixing of the piston assemblies to the rotor housing, and easy mounting at the assembly in the engine.
  • the rotor is preferably supported in its housing by bearings which are so constructed as to cope with axial and radial stresses.
  • a rotary valve system An alternative to the poppet valves 4,4A operated by cams on the output shaft 16 is to utilise, for both or either exhaust and inlet valves, a rotary valve system.
  • a rotary valve could be mounted on the outlet shaft 16 and comprise a disc or the like, with openings located therein to allow flow-through of the inlet or exhaust gases at a predetermined time in the combustion cycle. This eliminates cam wear and associated problems and the need for springs associated with poppet valves.
  • one such rotary valve disc might be employed for operation of a plurality of cylinder arrangements located around the transfer mechanism.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)

Abstract

Mécanisme de transfert destiné à convertir le mouvement alternatif d'un mécanisme du type piston ou d'un moteur à mouvement alternatif en mouvement de rotation comprenant un ensemble convertisseur de mouvement (12) muni d'un rotor (19) avec chemin de came (20) relié par une contre-came (17) à une tige (13) de piston joignant entre eux les pistons (3, 3A) dans les cylindres (2, 2A) du moteur. Quand le mécanisme fonctionne, le mouvement alternatif de la tige (13) de piston provoque le déplacement de la contre-came (17) le long du chemin de came pour entraîner le rotor (19) et, partant, l'arbre principal (16).
PCT/AU1988/000009 1987-01-16 1988-01-15 Moteur axial WO1988005495A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPH9910 1987-01-16
AU991087 1987-01-16

Publications (1)

Publication Number Publication Date
WO1988005495A1 true WO1988005495A1 (fr) 1988-07-28

Family

ID=3700704

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1988/000009 WO1988005495A1 (fr) 1987-01-16 1988-01-15 Moteur axial

Country Status (1)

Country Link
WO (1) WO1988005495A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998041734A1 (fr) * 1997-03-14 1998-09-24 Boyan Kirilov Bahnev Moteur a came
WO2009133893A1 (fr) * 2008-05-02 2009-11-05 三鷹光器株式会社 Moteur à vapeur polycylindrique
WO2011115595A1 (fr) * 2010-03-17 2011-09-22 Saadettin Ferda Dilman Arbre de volant ayant un canal de direction qui transfère directement le mouvement linéaire du piston à la couronne de volant
RU2451803C1 (ru) * 2010-10-22 2012-05-27 Владимир Федорович Есин Двигатель внутреннего сгорания
RU2500907C2 (ru) * 2011-06-21 2013-12-10 Юрий Андреевич Гребнев Двигатель внутреннего сгорания
RU2509901C2 (ru) * 2011-09-20 2014-03-20 Юрий Андреевич Гребнев Способ наддува в цилиндр двигателя внутреннего сгорания и устройство для его осуществления
WO2016201529A1 (fr) * 2015-11-16 2016-12-22 Ksimetro -Tatiana Nikolova Ltd Dispositif pour convertir un mouvement de alternatif en un mouvement rotatif et inversement, dans des systèmes mécaniques à pistons axiaux

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1352985A (en) * 1918-04-20 1920-09-14 Murphy Engineering Company Explosive-engine
US1382485A (en) * 1919-05-03 1921-06-21 Lukacsevics Charles De Internal-combustion engine
US1565184A (en) * 1923-11-10 1925-12-08 Lloyd W Miller Internal-combustion engine
GB254261A (en) * 1925-06-23 1927-04-21 Josef Szydlowski Improvements in internal combustion engines
GB273542A (en) * 1926-10-11 1927-07-07 Schuyler Schieffelin Improvements in internal combustion motors
US1762437A (en) * 1927-11-30 1930-06-10 George E Franklin Engine
US1802902A (en) * 1928-05-12 1931-04-28 Brau Marcel Internal-combustion engine
US1918840A (en) * 1930-04-01 1933-07-18 Oliver H Eriksen Internal combustion engine
US2664866A (en) * 1943-12-27 1954-01-05 Frank L Fulke Internal-combustion engine
US3598094A (en) * 1967-04-28 1971-08-10 Daisaku Odawara Crankless reciprocating machine
DE3408447A1 (de) * 1984-03-08 1985-09-12 Reinhold Dipl.-Hdl. 7590 Achern Starck Antriebswellengesteuerter motor (awg-motor) mit sinusfoermigen kraftuebertragungsflaechen

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1352985A (en) * 1918-04-20 1920-09-14 Murphy Engineering Company Explosive-engine
US1382485A (en) * 1919-05-03 1921-06-21 Lukacsevics Charles De Internal-combustion engine
US1565184A (en) * 1923-11-10 1925-12-08 Lloyd W Miller Internal-combustion engine
GB254261A (en) * 1925-06-23 1927-04-21 Josef Szydlowski Improvements in internal combustion engines
GB273542A (en) * 1926-10-11 1927-07-07 Schuyler Schieffelin Improvements in internal combustion motors
US1762437A (en) * 1927-11-30 1930-06-10 George E Franklin Engine
US1802902A (en) * 1928-05-12 1931-04-28 Brau Marcel Internal-combustion engine
US1918840A (en) * 1930-04-01 1933-07-18 Oliver H Eriksen Internal combustion engine
US2664866A (en) * 1943-12-27 1954-01-05 Frank L Fulke Internal-combustion engine
US3598094A (en) * 1967-04-28 1971-08-10 Daisaku Odawara Crankless reciprocating machine
DE3408447A1 (de) * 1984-03-08 1985-09-12 Reinhold Dipl.-Hdl. 7590 Achern Starck Antriebswellengesteuerter motor (awg-motor) mit sinusfoermigen kraftuebertragungsflaechen

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998041734A1 (fr) * 1997-03-14 1998-09-24 Boyan Kirilov Bahnev Moteur a came
WO2009133893A1 (fr) * 2008-05-02 2009-11-05 三鷹光器株式会社 Moteur à vapeur polycylindrique
JP2009270459A (ja) * 2008-05-02 2009-11-19 Mitaka Koki Co Ltd 多気筒蒸気エンジン
WO2011115595A1 (fr) * 2010-03-17 2011-09-22 Saadettin Ferda Dilman Arbre de volant ayant un canal de direction qui transfère directement le mouvement linéaire du piston à la couronne de volant
RU2451803C1 (ru) * 2010-10-22 2012-05-27 Владимир Федорович Есин Двигатель внутреннего сгорания
RU2500907C2 (ru) * 2011-06-21 2013-12-10 Юрий Андреевич Гребнев Двигатель внутреннего сгорания
RU2509901C2 (ru) * 2011-09-20 2014-03-20 Юрий Андреевич Гребнев Способ наддува в цилиндр двигателя внутреннего сгорания и устройство для его осуществления
WO2016201529A1 (fr) * 2015-11-16 2016-12-22 Ksimetro -Tatiana Nikolova Ltd Dispositif pour convertir un mouvement de alternatif en un mouvement rotatif et inversement, dans des systèmes mécaniques à pistons axiaux

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